Hybrid Option Boosts 2025 Lexus LXHybrid Option Boosts 2025 Lexus LX

NAPA, CA – The 2025 Lexus LX is not a total redesign; the current generation debuted in 2022. The 2025 model is more of an evolutionary update rather than a full overhaul, with the biggest change being the introduction of the LX 700h, the first hybrid in the lineup and the first Overtrail trim.

This hybrid system in the LX700h pairs a 3.4L twin-turbocharged V-6 with an electric motor, producing 457 hp and 583 lb.-ft. (790 Nm) of torque. But don’t get excited about the fuel economy, which only goes up 1 mpg (0.44 km/L) in mixed driving to 20 mpg (11.8 L/100 km). The 2022 makeover did the real work, boosting fuel economy from 14 mpg (16.8 L/100 km) in the previous model to 19 mpg (12.4 L/100 km) and 20 mpg on today’s update.

That powertrain is also deployed as standard in the Toyota Sequoia and Tundra Hybrid.

This setup not only enhances power, compared with the ICE version, but also maintains the AWD performance. The hybrid system is now designed to be waterproof, too, allowing the vehicle to handle water crossings up to 27.5 ins. (700 mm) deep, which Lexus expects might be a real possibility with the off-roading Overtrail edition. Overtrail enhances off-road capability with features including front and rear locking differentials, Active Height Control (AHC) suspension, 33-in. all-terrain tires and a 2,400W AC inverter.

Aside from these updates, the exterior, interior and general platform remain largely the same as the 2022 model, though Lexus has made refinements to technology and safety features.

Unlike some other Toyota and Lexus models, the LX does not come exclusively with the hybrid setup as is the case with the 2025 Toyota Land Cruiser. Those preferring a traditional powertrain can still choose the LX 600 with Toyota’s twin-turbocharged 3.4L V-6 engine producing 409 hp and 479 lb.-ft. (649 Nm) of torque. Both ICE and HEV models come with a 10-speed automatic transmission and a towing capacity of up to 8,000 lbs. (3,629 kg).

Driving the LX700h on-road, we cycled through the different drive modes. These modes adjust throttle response, transmission behavior and suspension settings: Normal – Balanced performance for everyday driving; Eco – Optimizes fuel efficiency by reducing throttle response and adjusting climate control; Comfort – Enhances ride quality by softening suspension settings; Sport S – Increases throttle response and firms up the suspension for a more dynamic drive; Sport S+ – Further sharpens throttle response and tightens steering for a sportier experience; Custom – Allows drivers to manually adjust engine, suspension and steering settings to their preference.

The LX700h’s increased power was not terribly evident in passing situations and on-ramp acceleration compared with the ICE trims. Sport S and Sport S+ seemed to add jounce to our ride without adding appreciable nimbleness. Frankly, driving around the roads of Napa Valley, the most satisfying driving mode was Comfort. We’d be hard-pressed to shift into either Sport setting and give up any of the precious fuel economy.

To the credit of the 10-speed, though, gear changes were smooth with no annoying gear shuffling. Shift paddles enable the driver to choose gears, but we found we didn’t really need them even on some hilly, twisty roads.

Driving the Overtrail on an off-road course, we found the LX very adequate even when the gravel-dirt road hit a rocky trail Lexus had set up for us. The AHC gave us the clearance we needed, and the front cameras gave us confidence in what we were doing. To put it to a better test, though, we’d want to traverse some trails and test the fording against a Range Rover or Jeep Wagoneer on a wilderness trail that wasn’t pre-groomed.

Safety and Technology

Lexus has updated the LX’s safety suite to include emergency steering assist, a curve-speed management system for adaptive cruise control and an oncoming-vehicle detection system. A head-up display is now standard across all trims, and the optional massaging seats offer adjustable intensity and targeted areas of the body.

A dual-screen infotainment system reserves audio, navigation and (wireless) smartphone-mirroring functions for the 12.3-in. (31-cm) upper screen, with secondary HVAC, situational and off-road controls reserved for the lower 7.0-in. (18-cm) display.

Inside, the LX offers a luxurious experience with options like semi-aniline leather upholstery, a Mark Levinson premium audio system and spacious seating configurations. The Ultra Luxury trim provides an exclusive 4-seat layout with massaging rear seats.

The LX has third-row seating, but if the third row is deployed – not easy seating if you are older than 10 – there is zero cargo space behind the seats. To accommodate the battery, Lexus has installed a shelf above the battery that creates a flat floor when the third row is folded away. It’s a smart solution, but we wish there was at least grocery-bag space or enough for a hockey-gear bag behind the third-row seats.

Pricing

The LX 600 Premium starts at $106,850. LX 600 F SPORT Handling starts at $113,850. The LX 700h Overtrail starts at $115,350.  The LX 600 Luxury starts at $115,850 and shares the same V-6 as the Premium and F SPORT Handling trims. LX 700h Ultra Luxury tops the lineup at $141,350, providing the utmost in luxury with a 4-seat configuration, massaging rear seats and additional premium amenities. It utilizes the same hybrid powertrain as the Overtrail.

With average new-vehicle transaction prices hovering around $48,000, a vehicle with the size and features of the LX bouncing between $113,000-$141,000-plus doesn’t seem outrageous if you have that kind of cabbage to burn on a new ride. And with Lexus’s well-established reliability and build quality, buyers can feel confident that their luxury wheels won’t spend an inordinate amount of time up on a lift at the dealer.

But if we were to recommend improvements to the next-gen LX it would be to establish greater exterior curb appeal. It’s not easy to accomplish with a big-box utility vehicle, but the LX’s shape seems flabby and a bit ungainly when walking up to it in a parking lot. And the proportions and space management that accommodate a third row and a battery pack while leaving absolutely no cargo space is a definite miss.

The LX competes against the Mercedes-Benz G-Class, Range Rover, Infiniti QX80, Cadillac Escalade and Lincoln Navigator. All are more than worthy competitors in a segment expected to have a 12% compound annual growth rate for the next decade.